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Originally Posted by blue2000s
There's also the scavaging effects of the right length of pipe.
It'll be fun to see what you learn while playing with the car and the dyno.
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Very true, Blue. You can also enhance that with pipe ID steps, and preventing reversion at the flange helps a bunch as well. Despite what I see in the market for the boxsters, a long primary tube may prove to be a best bet due to the relatively low peak power RPM of the boxster engine. Most units I design for 9800+ rpm engines have primary lengths that hover in the 20 inch range.